Dynamo-speeder for gas-engines



(No Model.)

N. ROGERS & J. A. WHARRY. DYNAMO SPEEDER FOR GAS ENGINES.

No. 403,376. Patented May 14, 1889.

WZZI/VESSES UNITED STATES PATENT OFFICE.

NEl/VTON ROGERS AND JAMES A. VVHARRY, OF TERRE HAUTE, INDIANA.

DYNAMO-SPEEDER FOR GAS-ENGINES.

SPECIFICATION forming part of Letters Patent N 0. 403,376, dated May 14, 1889.

Application filed August 22, 1888. Serial No. 283,448. (No model.)

To all whom it may concern:

Be itknown that we, NEWTON ROGERS and JAMES A. WHARRY, of Terre Haute, in the county of Vigo and State of Indiana, have invented certain new and useful Improvements in Dynamo-Speeders for Gas-Engines; and we do hereby declare that the following is a full, clear, and exact description of the invention, which will enable others skilled in the art to which it appertains to make and use the same, reference being had to the accompanying drawings, and to the letters of reference marked thereon, which form part of this specification.

Our invention relates to improvements in dynamo-speeders for gas-engines; and the object of our improvement is to provide aready means for obtaining the igniting-spark dur ing the starting of the engine by turning the fly-wheel thereof by manual power. As gasengines are usually started by turning the fly-wheel by hand power or other outside force, the speed is at first quite slow-too slow, in fact, to create a sufficient current by the dynamo to provide an igniting-spark. If the dynamo be speeded sufficiently high at this slow speed of the engine, its speed and consequent resistance would be unnecessarily great when the engine is running atits workin g rate; hence it is necessary to provide means by which the speeding of the dynamo can be changed at these times, and this I accomplish by means of the mechanism illustrated in the accompanying drawings, in which Figure 1 is an elevation. Fig. 2 is a vertical section through the shaft and dynamo beltpulley, showing its connection to the shaft.

Similar letters refer to similar parts in both figures.

A is the main shaft of the engine, upon which is mounted the fly-wheel W and the belt-pulley P, for operating the dynamo. This pulley operates the dynamo-pulley D, journaled in the frame B, carrying the dynamo, by means of a belt, Y. The pulleyP is loose upon shaft A, and is turned by it through the medium of a spring pawl-connection.

E is the pawldever, pivoted at G.

F is the spring attached to the pulley,tendi figfto hold the pawl in the notches I on the B a t0 an arm, K, supported by the dynamo-frame.

On moving the idler to the bottom of the slot it forms a friction-connection between the fly-wheel W and the dynamo-pulley D. The fly-wheel, which is keyed to the shaft, is turned by hand through the medium of a crank, L, and handle N. This crank is provided at its one end with a screw-thread, M, which enters a thread in the end of the shaft.

The operation of our device is as follows: The idler J is brought into contact with the fly-Wheel and dynamo -pulley, the crank is screwed into the shaft, and is turned by hand. As the fly-wheel is of greater diameter than the belt-pulley on the shaft, its rim velocity is higher, and this velocity is communicated to the dynamo by means of the fly -wheel, idler, and dynamo-pulley, the speed being sufficient to create an igniting-spark. During this time the dynamo-pulley D is turning the belt-pulley P at a higher angular velocity than that of the main shaft, owing to the respective sizes of D and P, and consequently the tapered end of pawl II will trip in the notches I on the shaft. hen the engine arrives at its proper speed, the crank is automatically unscrewed from the shaft by holding it stationary in the hands, the idlerJ is thrown out and locked out of gear with the fly-wheel, and, the pawl II catching in one of the notches I of the shaft, the belt-pulley will turn with the shaft, and thus operate the dynamo-pulley D.

What we claim, and desire to secure by Letters Patent, is

1. In combination with the fiy-wheel of a gas-engine, a friction-wheel mounted adjustably in a slotted standard, and a speed-pulley on a dynamashaft, said friction-wheel being adapted to transmit motion from the fiy-wheel to said speed-pulley and to be thrown out of gear by movement in said slot, substantially as described.

2. In a gas=engine, the combination, with the main shaft, fiy-wvheel thereon, and friction connections between said fly-wheel and the speed-pulley, of a dynamo, a crank screwthreaded into the end of the main shaft by means of which the shaft and dynamo are turned in starting the engine, and which automatically unscrews from the shaft when the engine attains a normal speed, substantially as described.

3. In combination with the main shaft of a gas-engine, a dynamo operated thereby, and a crank screw-threaded into the end of the shaft, said crank automatically unscrewing itself from the shaft when the speedof the shaft exceeds the speed with which the crank is turned manually, substantially as described.

4. In combination with the main shaft of a gas-engine, a fiy-wheel attached thereto, speed-connections between said fly-wheel rim and the spindle of a dynamo, a loose pulley on said shaft held in connection between said pulley and the spindle of the dynamo, acrank for turning the main shaft manually, all arranged substantially as described, whereby, when the shaft is operated manually, the dynamo receives its motion from the rim of the fly-wheel, and when the engine attains its normal speed the dynamo may receive a slower relative speed from the shaft-pulley, substantially as set forth.

In testimony that we claim the foregoing as our own we afiix our signatures in presence of two witnesses.

NEWTON ROGERS. JAMES A. \VHARRY,

itnessesz MARTIN lljoLLiNcni-z, W. ENGLES. 

